Controller for motor traction-cars.



W. C. MAYO. ooNTBoLLBB ron MOTOR TMoTIoN GARS.

.59 ,M l. l a om... wm Nm ...M1 www m m u mw APPLIUATION FILED FEB. 24, 190B.

NNN .SN @N W. c. MAYO. CONTROLLER FOB MOTOR TBAOTION GARS.

N n Mw A NSUQW r APPLICATION FILED FEB. Rl. 1908. 902,985

W. C. MAYO.

oa a. im m., mm h.) v l m y H d E www: f mm @NNMWN d w f s. m v NNNIIV www NNN m SN 0 s. NNN Y 1w NNN mm \\N\ NNN Z. M D i 00711,wrI1/l/I1Wwwvm M. A m NNN Q NQ. ww w m .@Nf M A H C WN MW f C my 5 w vw QN KWS@ l A 8 W l 2 9, H H H H l m w .MWN n? .N` H 32A ww L z H w W. G.' MAYO.

CONTROLLER FOB MOTOR TBAOTION r1AES.

ArPLIoATIon FILED 115.24, 190s.

902,985, Patented Nom-3, 1908.

J3 1 J9? J4 jf 5 J J5 fJ/JQ/ Y L52' Il 22 2f I J 125k 4J j?? '97 44 f Z j?? 3 wmf W. C. MAYO. CONTROLLER FOR 'MOTOR TRAUTION CARS.

APPLIOATIO FILED FEB. 24, 190B.

, Patented Nov. 3, 1908. Y '1 SHEETS-SHEET 6.

Exilneos attomngo W. C. MAYO.

CONTROLLER FOB MOTOR TRUTION GARS.

APPLIGATION FILED rma. 24, 190s.

902,985. Patnta N0v.a,190s.

7 SHEETS-SHEET 6.

v I H A W. C. MAY-0. CONTROLLER PoR MOTOR TRAoTIoN ons.

Patented Nov. 3, 190s.4

7 SHEETS-SHEET 7.

APPLIOATIOH FILED PEB. 24, 1008.

V f7 J9 o? amarsi)v sTArsgATENT ormoni;

WILLIAM C. MAYO, OF EL PASO, TEXAS, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, OF ONE-THIRD TO GEORGE E. BRIGGS, OF BARSTOW, TEXAS, AND ONE-THIRD TO JOHN nounaimn, or EL raso, TEXAS.

QoNTnoLLEn Foa Moron rnscrrromcaas.

No. eoaeee.`

Specification ot Letters Patent.

Patented News, isos. l

fTo all whome't may concern.'

Be it.known that I, WILLIAM C. MAYO, acitizen of the UnitedStates, residin at El Raso, in the county of El Paso andtate of Texas, have invented a new and useful Controllerf foi Motor Traction-Cars, of 'whichthe following is a specification. V

This invention has reference to improvements in controllers for motortraction cars and inthe system of which the controller forms a part.

In the system lates each car,ignoring trailers, even when a number of such cars are coupled together to form-a tra-in, yis provided with a prime mover.

For reasons which neednot be entered into here, such prime mover 4is referably an explosive engine of the mu ti-c lindentype, and, since thercars so equippe will be used 2o for'city, suburban, and interstate traiiic, and will be of heavy. construction and designed to travel -at high speed, say eighty or ninety, or more miles per hour,the engine will be of commensurate power and may be provided with as many as twelve power cylinders.

This en ine is maintained in constant operation an is connected u to an electric generator through a suite. le regulating drive which maintains the voltage substantially constant. The regulator, in itself, forms the subject matter of another application and -nced -not be-particularl described herein.

The 4ge'anerato'r is prefere ly a direct' current d name and is 'utilized to supply current for al the pur oses needed, as wil hereinafter appear, an fbr this reason it must be maintained in constant operation, and, of course, the engine driving it is likewise maintained in constant operation.

To properlyregulate the engine under the great variations of load incident to the operation of a car, there is rovicled anrengine governor capable of taiing careA of these l great variations` in load without material variatins in the speedof the engine. .For the.v

economical running of the engine, the governor is made to regulate the speed by cutting in and out fengine cylinders withoutovernin the charge of the individual cylin ers, 5o and 't `e vernor likewise controls certain other mec anisms which will be referred to later. Furthermore, the governor is mactive to a. predeterminedmnimum number of engine cylinders except to prevent racing ofto which this invention re- The structure of the governor, however,

forms no part of the present invention and isV made the subject matter of another applieai the engine under exceptionally srrhall loads.-

4:ses

a transmission gear the articular clutch and as -a positive clutch under cireum- A Vstances which will be referred to hereinafter, though the structure of each of these clutches forms in itself no part of the present invention. "Furthermore, the oars are provided with electrically controlled air brake systems receiving current, when necessary, from thegenerator before referred to. Such 4an electrically operated air brake system does not in itselfform a part of the present invention but constitutesl the subject matter of still another application .and will be;

to the extent necessary for referred to only the understan ing of the-present invention. Included in the general control system of the car arevarious si nals, lights, andother devices which will roper lace. t

,All t 1e several mechanisms necessa the proper .cunning of the car are, to a arge extent, automatic 111 their o erations, except that they may be controlla by a motorman or en 'neman from one point of control in a certain rescribed way, and no other, the

urpose eing to constrain the engineman to Follow the roper procedure under the penalty of havmg the car or train slow down, or even come to a full stop, when such is neither lintended no r desirable.

The invention includes a controller by e described in their y for l means of which the engineman may use lus v judgment in the runnin the prescribed course o ,movements of the controller is strictly followed. This controller embraces means whereby the car may be started and brought u to any desired speed within the limits o the )owe and maintained at auch speed, and t e s "ed,

of the car provided A less than the maximum, may be raised or lowered at the will of the engineman and the new speed may be maintained indefinitely. Furthermore, the car may be run in a reverse direction under the same facility of control by the roper manipulation of the same con troller liandlensed to run it in the forward direction. A ain, the car may be stopped by cutting o the. power b y returning the controller handle to a certain prescribed position, and then by further moving the han'A dle in the same pro ressive direction the brakes may be applic in the same manner, generally considered, as the ordinary air brakes of steam railroads are manipulated.

The controller Iincludes means for preventing overlappin of any of the operations or the variation o the proper sequence of operation, and provision 1s made for the locking of the controller against operation when so desired and for the bringing of the car to a standstill automatically should the en ineman die at his post, or become too 1 to manipulate the controller, or, in the case of danger, should leave his post. The invention will be best understood from a consideration of the following detail description, takenin connection with companying drawin s forming part of this' specification, in whic drawings- A Figures 1 and 2.v taken 'together illustrate diagrammatically the electrical lconnections of a single car, showing generally, the system of car control and also signal and lighting circuits.

ed throu h the train. Fig. 4 is an elevation, partly roken away and withsome parts in section, of the controller. Fig. 5 is a central vertical section through the controller with parts shown in elevation. Fig. fis a plan view of the controller, with-parts broken away and in section. Figs.'7 to '11 are detail views of the controller.

Before entering into a description of the system as a whole, the constructionof the controller' will be considered. This controller is shown in Figs, 4 to 11 and reference will now be had to these ures. There is a casing 1 generally cylin rical in shape having cast on one slde a bracket 2 by4 means of which the casing 1 is secured to a suitable support by bolts 3. The continuit of the cylinder is braken by an offset 4 o general rectangular shape to contain certain of the mechanism, notably the finger-board, and

, this receptacle is closed by a removable cover ,5. The cylinder 1 has' a top plate or cover 6 and at the other end is formed with an axi pocket 7 Below the finger-board rccelptacle, there is formed a boss 8 into which eads a pipe 9 fer the intrcduetien ef e cable delectrical conductors to be hereinafter referred to.

The cover 6 is shown secured to the c lindcr 1 bv means of screws 10, while t e Fig. 3 is a diagram of a portion of the Vsignal circuit exten finger-board receptacle 4 has its cover secured by screws 11, but, of course, the screws 11 may be re laced by other fastening devices commo y employed for this, purpose. For instance, stud bolts and thumb nuts may be used, or thumb bolts and latches, or an ma be employed for fastening the cover 5, ins cad of usi the screws 11. On top of the cover 6 an concentric with the center thereof is a semi-circular series of index projections, best shown in Fig. 6, where, for conv veniencc, the central projection is numbered` 12 with the projections on one side thereof numbered 13, 14, 15 and 16, respectively, and on the other side thereof these projections are numbered. 17, 18, 19 and 2C, ,this

the passage 24 u above the top of the ingvthere 1s asha t 25, shown in detail nF' U on'this shaft are two sleeves or hu s 26 an 27 engaging the shaft at theLends l only, the ortions between the engag' ends being of arger internal diameter, as s Own or hub 27 and the latter has its lower end made frusta-conical, as shown at 29, `and there engages a bushin 30 of suitable insulating material, which ushing vhas va conical yond the same is provided with a central 25. The bushing 30 is of suchsize as to fit snugly into the pocket 7, and on its under side concentric with the bore for the shaft 25, this bushing is formed'with an annular recess end of which rest on the floor of the'pocket 7. This spring tends to u lift the bushing 30 which, while fitting snug y in the pocket 7, is still free to move up -and down therein. Above the hub or 'sleevey 26 there is fixed to the shaft a collar 34 b means. of pins 3501' otherwise, so that the ubsor sleeves 26 and 2 cannot move upward on the shaft 25 be- `thecollar 34 and the engagement of theend 29 of the hub 27 withthe ushing 30upheld by the spring 33.'

The upper eni of the shaft 25 is formed 'mencinga short ance below this liead'and extending lengthwise of the shaft are diametrically opposite keyways 37, and at a numbering being 'ado Vted for convenience in cylindrical bore for the lower end of the shaft cause of the engagement of the hub 26, with,

other means not requiring the use of too s ing through the center thereof 'and' throughy at 28. The sleeve 26 rests upon the 'sleeve '4 seat 31 for the end v29 of the hub 27, and be- 32 for the' reception of a spring 33, the lower,

' with a square criiiygonal head 36 and coinlo aterall edge oA t e finger 4() and both upper and v 25 I'GCBSS.

5 In the last named keyways 3S are longitudinally movable keys 39, one in each keyway 38. At the u per end each key 39 is formed with a latera y projecting finger 4() and at a oint near the lower end each key 39 has a rejecting finger 41. The llower lower edges of the finger 41 are slightly rounded, as indicated. n the meeting faces of the hubs 26 and 27 are longitudinal reccsses 42 and 43, res ectively, that is, the recesses 42 are in the ower end of the hub 26, and the recesses 43 are in the upper end of the hub 27. These recesses are diametrically dis iosed in the respective hubs 26 and 27,

2a am are of such width as to snugly but freely receive the lingers 41 on the res ective keys 39. The fingers 41 are of less either' recess 42 or 43, so that when in one recess it is free from engagement with the other The meeting edges of the hubs26 and 27 at the recesses 42 and 43 are slightly rounded,` as indicated, so that the fingers '41 may pass from one recess to the other with freedom. A's will hereinafter ap ear, the

3o hubs 26 and 27 are capable of in e endent rotation about. the shaft 25, thus ringing the recesses 42 and 43 into and out of coincidence, and it is only when these recesses are in coincidence that the keys 39 may be moved longitudinally to carry the lingers 41 The keys 39,

from one recess tothe other. with the exception of the fingers and 41, have their outer edges flush with and curved tomatch the. curvature of the shaft 25, so

40 that either hub 26 or 27 may be rotated about the shaft without interference from the.

bodies of the keys. Mounted ,on e shaft 25 between the fingers 40 and the collar 34 is another short hub p 45 44 having in its upper face diametrically disposed recesses 45 adapted to receive the fingers 40. The upper edges of the walls of the recesses 45 are sh htl rounded to facilitate the entrance of time gers 4Q into the re- Seated in the keywa s 37 are other keys 46 having lingers 47 on t eir lower ends engaging in ap ropriate recessesin the hub 44 at \\right ang es to and on the o posite face from the recesses 45, that is, the ngers 47 engage in` recesses on the under face of the-'hub 44.

Immediately above the hub 44, the shaft 25 carries a loose washer 48, and at a short distance above this washer the shaft has fast 6o or formed thereon a collar 49 between which ing 51 is a sp it bushing made of suitable ineight than sulating material. This bushing 51, and the bushing 30 before referred to, form the two end bearings for the shaft 45.

For the purpose of the present invention, it is possi le to use a low voltage electric current, say a current of about twenty-five volts, and, consequently, the insulation need not be of especially high resisting quality to the passa e of the current. But, the insulation at t ese points must have good wearing qualities, since it forms the bearings for the shaft 25. It will be found, in practice, that vulcanized fiber answers the pur ose and so may be advantageously used at t ese points. For this reason, I prefer to make the bushings 30 and 51 of vulcanized fiber. The bushin 51 being of conical shape tends to center t is end of the shaft and, being a s lit bushing, will compensate for wear, whi e the bushing 30 centers the lower end of the shaft, and all wear is taken up by the sprin 33. To prevent the entrance of. dirt and ust, or other deleterious matters by way of the opening in the cover provided for the (passage of the shaft, the latter is surrounde immediate] above the coverb asoft rubberwasher 52. heup erendshf t ekeys 46 above the cover are eac formed into two spaced laterally projecting fingers 53 and 54, between which fingers engages a ring 55 surrounding, but of sufficient internal diameter to have considerable lateral movement without engaging the shaft 25. This ring is provided with diametrically opposite bosses 56 from which project trunnions 57 projecting in diametrically opposite directions. These trunnions are surrounded by flanged sleeves 58 of insulating material, and surrounding these sleeves are the heads 59 of two arms 60 terminating in knuckles 61 mounted on a pivot pin 62. Extending from each knuckle 61 is an angle arm 63 terminating inanother knuckle 64 pivotally secured by means of va pivot screw pin 65 to one end of a rod 66, the other end of which terminates 'in a head 67.

The upper end ofthe shaft 25 above the cover of the casing, together with the parts connected therewith, as described are all nclosed in a casing 68 resting on the upper end of the shaft but insulated therefrom by an insulating bushing 69. The portion of the casing 68 immediatel embracing the square end 36 of the sha t 25 is split and united by a bolt 70, so that the casmg may be firmly secured to the shaft at its square end and the shaft-may be rotated with the casing. At one. end of the casing at a point immediatelyabove the cover 6 there is with interior shoulders 73 against which abu ts a washer 74 on the rod 66, and between this washer and .the head 67 the rod is surrounded by a spring '75.

5 Pivoted to one side ofthe extension 72b means of a suitable pivot pin 76 is a hand e 77 having an offset 78 through which the pivot pin 76 extends, and beyond this odset there is formed a limiting lug 79 moving in a pocket 80 formed in an u ward extension 81. on the extension 72. he handle 77 is also formed with a shoulder 82 so located as to engage a nose 83 on the head 67.

I n Fig. 5, the handle 77 is shown in its lowermost position withthe shoulder 82 in engagement with the nose 83 and with the en of the extension 72. In this position the spring 75 is compressed, so that `the ro 66 Yhas been moved'toward the shaft 25 and the angle levers 60 have been moved about the pin 62 to an extent sufcient to elevate the ring 55 to its up ermost osition. When the handle 77 is re ea'sed, t e spring 75 will return the, parts to their initial position which means that the ring 55 is lowered an the handle 77 has its outer end elevated, bein turned about the pivot 76 until the han le is at an angle of about twenty-two and a half degrees to the horizontal. so

end of the pin being shouldered and screw threaded so as to be secured in said casing. The pin 65 is similarly constructed, except that it mlly be formed with a head to engage the knuc e 64, and the pin 76 is similar to the pin 62 and is seated in ears 84 formed on the upper face of the extension 72. Like screws 85 may be employed to hold the ivot pins 62 and 76 in place, and also the bo t 70, all as indicated in Fig. 6. y

When the handle 77 is depressed, as shown in Fig. 5, then the keys 46 are elevated and the hub 44 is lifted against the action of the spring 50. This, of course, elevates the keys 45 394 so that the fingers 41 are in the slots 42 of the hub 26. Un er these conditions if the handle 77 is so mani ulated as to cause the casing 68 to rotate t e shaft 25 upon a vertical axis, then the hubs 44 and 26, being keyed to the shaft 25 by the fingers 40 and 41, will partici ate in this rotative movement, but the hu 27 will remain stationary. If, now, the parts be assumed to be ain in the position shown in F ig. 5, and the andle 77 be released, the sprin 75 will elevate said handle and depress the eys 46 allowing the hub 40 to be forced downward by the spring 56, causing the keys 39 to artici ate in this downward movement unt the ngers 41 are 6o lodged in the recesses 43. Now, a rotative horizontal movement of the casing 68 Will cause the hubs 44 and 27 to move rotatively with the shaft 25, while the hub 26 remains stationar For convenience of description, c5 the hand e 77 will hereinafter be referred t'o in the wall of the casi The pin 62 is mounted in the casing 68, one r 'aoaoss asthe handheld, while the handle 77 and casing 68 as a Whole will be referred to as the controller lever. h Formed on each 1lliub 26 and 2)7 is ian arch86 aving in its peri" ery a num er o noto es 70 87 of suitable shdpe and in the path of the notched periplier at each are is a roller 88 mountedl in a for 89 by means of a journal screw 90, and the fork 89 is formed on one end of the rod 91 movable longitudinally in 75 an insulating bushing 92 housed in a cup 93 screwed into a .threaded perforation formed A1 at an appropriate point. Within the bus g 92 there is coniined a spring 94 urging the rod 91 outward. gq The roller 88 thus constitutes an elastic stop for the arc 86, and the notches 87 are so located as to coincide with the alinement of the finger 71 of the controller lever when opposite the index rid e's 12 to 20. The con- 55 troller lever is there y yieldingly stopped opposite each index ridge. The bus ings 92 may be made of any suitable insulatin material, but to prevent the' loosening of t e insulation because of slirinkage,'the bushings im 92 may in this instance be made of lavite pressed into the cup and bored or ground true, or, since approximate reeision of t will be suiicient under the con itions present, the lavite bushing may be simply molded in 95 place without being round.

Projecting from t e-hub 44 are arms 95 carrying a semi-circular contact segment 96 having at its central portion an u ward rojection 97. Upon the hubs v26 an 27 are ike arms 95. The arms on the hub 26 carry other cont'act Isegments 98 to 104, inclusive, while the armson the hub 27 carry contact segments to 112, inclusive.- The lengths and locations of these several segments 96 Vto l112 and their purposes will be referred to ater.

Within the offset 4 at the deeper end thereof there is secured, by means of screws 113, a strip 114 of insulating material extending the len th of the offset. This strip'lias'a longitu inal channel 115 with a circular enlargement 116 at one side in line with the pipe 9 before referred to and designed to receive the cable of conductors leading into the controller. The strip 114 has a cover 117 on which are secured a number of metal blocks 118 each by means of screwsl119. In tho articular structure under consideration, here .are shown. eleven blocks 118 one for each contact segment or horizontal series of contactsegments, as the case may be, upon the hubs 45, 26 and 27, respectively. Se-

` cured to each block 118 by a screw 120 is a clamp block 121 between which and the 125 block 118 is secured one end 122 of a spring. plate 123 having its free end at righ-t angles to the end 122 and connected thereto by an easy curve, as shown. 'lhe clamp end of the spring 123 projects slightly beyond the 130 blocks 118 and 121 and is there bent over against the block 118 as shown at 124. On each side of the clam ed end 122 of the spring 123 there are forme lugs 125 which are bent up against the sides of the block 121 to preventside mpvement of the spring and thus permitting the use of but one clamp screw 120. Formed on the block 121 is a post 126 which carries a set screw 127 emgagingthe spring 123. By means of this setscrew, the position of the spring may be accurately del termined and wear may be compensated for, and the set screw is locked in position by a clamp nut 128 upon the screw. Each s ring 123 carries at its free end a contact bloc 129 v which may be of the same size as the smallest segment carried by the hubs 26 and 27, and the working faces of these blocks, as well as y the working faces of the several contact seg- 2o .ments carried by the .hubs may have their f edges slightly rounded to prevent these parts from catching one on the other when brought t0 ether.

ach block 118 is connected by a bolt 13() 25 to a clip 131 housed in the channel 115 and receivin the terminal of one of the conductors of t e cable mentioned, the cli and co1 stood, however, that each block 118 will` ca a complete contact brush.

36 T euppermost and lowermost blocks 118 are connected to a conductor 132 which, for thepurposes of the following description, will be consldered as the common return conduc- Y' tor for the controller to the source of electric 40 eneigy. The other blks are connected to con uctors 133 to 141, respectively, and the surposes of these various conductors will be ascribed farther on.

Formed on one side of the casing 1 is a rece tacle 142 provided with a cover 143.

In tlie bottom` of this receptacle is an insulating block 144 secured in (place b a screw 145 and carrying two space meta ic blocks 146 terminatingin opposed, separated, contact 'springs 14'?. T e blocks 146 are intersosed in either the outgoing or return conuctors of the source of electric energy. vIn Fig. 5, these blocks are shown as included in the conductor 132. To bridge the springs V615 147,' and so complete the circuit at this point, vthere is provided a s ring plug 148 on one 4end oi athreaded ro 149 entering anfinsdi lating handle 150, and this plu is introduceable throu h a suitable pe oration in 00 the cap 143'int e receptacle 142. The body ofthe handle 150 may be iattened, or be otherwise shaped, and the perforation in the cover 143 ma be of similar-shape, so that the bridging lock 148 may afways re 'ster et with the springsl 147. The showing o this `draw the plug and eo erating parts is largely conventional, an itis to be understood that any other suitable type of plug may be used.

The container 142 is formed adjacent to .the terminal holding part with a compartkey 157 when introduced through the block 153 and into the lock member 152 may be made to o rate the lock member to with; olts 155 from the'sockets 15.6.

On the inner face of the lock member 152 are;

two spaced lugs 158, and flanking these lugs are two spaced wings 159 formed on the inner face of the casing l. The lugs 158 are curved on their ends from the outer toward the inner faces as indicated.

Cast on the hub 44 on the side awa from the arms 95 is another arm 160 with a ollow tapering bore filled with insulating material 161 and receiving the threaded end 162 of a finger 163 attenedon the sides and in line with the space between the wings 159. This fin er pro'iects suiiicientl from the hub 44 to gbe engaged by the wings 159 when between the same. The bore of thearm 160 being slightly tapering and the insulating material 161 being made of lavite, or some other non-shrinkable, insulating material, forms a strong insulating connection between the iingcr 163 and the hub 44.

In the posit-ion shown in Fig. 5, the finger 163 is a ove the wings 159 and, consequently, 'the hub 44 may be turned about a vertical axis. As has been before explained, the hub 44 is keyed to the shaft 25, and the two must therefore turn together, and either the .hub 26 or the hub 27 will participate in this movement according to whether the hub 44 is in the uppermost or the lowermost position, in which case the controlling fingers 41 are in the slots 42 or 43 of the res ective hubs 26 or 27. In the transitiona stage vwhen the hub 44 is bein lowered from the position shown in Fig. 5, t 1e finger 163 passes 'etween the Wings 159, conse uently, the

shaft 25 cannot'be rotateduntil the finger- `163 has passed beyond the lower edges of the wings 159. By the time this has occurred, the iingers 41 are `safely housed in the slots 43 of the hub 27, and it is only when` this transitional movement is fully accom lished that the controller lever may again e moved about a vertical axis. The lfinger 163 and the wings 159 therefore coact as a transitional-160k, while the controiler lever is being moved out of, operative rela- -tion with one of the hubs 26 or 27 intoo erative relation with the other ofthe hu s 'Delled by the spri 26 or 2.7. It is, therefore, im ossible to overlap the operations set up by t elhubs 26 and 27.

Formedon the ke block 153 is an arm 153 rojecting later y from this block and mova le across the inner face of the cover 143 to a position closing the opening through which the bridgin plug is inserte When neither key nor u are in place, the lock member 152 has t e olts 155 withdrawn and the spring 154 moves the lock member toward the interior of the casing 1 until the lugs 158 are in the path of the iin er 163. Now, when this finger is lowered, w ich occurs when the lever 77 is released to the actionof the spring 75, the finger 163 engaging the sloping or curved ed es of the upper lug 158, push the lock mem er against the actionof the spring 154 until the finger 163 is coincident with the space between these lugs 158, when the spring 154 is Vfree to act and the lugs 158 are pushed into the path of the finger 163 with one 1u above and the other lug below it, thus'e ectually locking the hub 44, and consequentl the handle 77, from movement in a vertic plane, and the controller lever and arts controlled thereby from movement in a orizontal plane. Now. the relation of the lock member 152 and lock 153, through which latter there may be a narrow key slot adapted to the particular t e of key used, is such that the key can4 o y be inserted into the lock member when the arm 153 is in vapcsition to close the passage through which, the bridging plug is inserted.

The lock member is so constructed that the bolts 1,55 can only be withdrawn from the slots 156 when the key is in this same position. New, when the key is inserted, it will engage the lock member 152, and then by a turn of the key, the latter becomes xed in the lock member, so that the key and lock member may be pulled outward, moving the lock member out of the path of the iinger 163, when the latch bolts 155 will snap into the recesses 156, the spring 154 having in the meantime been compressed. Since it was necessary to turn the key 157 to withdraw the lugs 158 out of the path of the iin'- ger 163, the arm 153 was likewise moved out of coincidence with the passage for the bridg ing plug, which latter ,may now be inserted and the circuit .com leted between the springs 147. Under t ese conditions, the key 157 cannot be withdrawn from the lock, and it is only when the plu is withdrawn and the circuit broken that t e key ma be turned so as to be withdrawn from the ook when the bolts 155 are likewisemoved out of the recesses 156 and the lock member is im- 154 again into the path of the finger 163. or can the plug be again inserted until the ke is once more placed in the lock as before ascribed. The interior The through() t the car is shown in Fi s. 1 and 2,

the two figures being taken to et er. Each car has extending therethroug from end to end a bundle of conductors referabl f in the form of a cable with termina 'at eac end of the car, so that the several cables of the cars of a train may be coupled together to form a continuous cable extending throughout the i length of the train. The cable comprises the mains 164 and 165 ycoming from the dyname 166. In addition to these mains there are two signal conductors 167 and 168. The cable likewise includes two conductors 1 69 and 170 for the reversing clutch, and two other conductors 171 and 72 for the transmission ear. ln the cablefthere are also included our brake controlli conductors 173, 174, 175 and 176, and fina v there is another conductor 177 for the whistle. The cable thus includes the sup ly mains for the current and other through) conductors which may be termed the train wires or conductors.

Each power car, and likewise each trailerl where such are used, is supplied with an ail? scribed m my application No. 403,361, filed' Nov. 22, 1907; This air brake s stem is complete in each lcar and includes 9th the means for establishing air pressure iud an' electrically o erated triple valve whereb the several raking operations may effected. 'While, as set forth in the afore-y said ap lication, the electric triple valve may be use in conjunction with the ordinary air brake systems, and also the ordinary single brake cylinder and brake rigging may e used, still, it is preferable to use a separate brake cylinder and triple valve for each car truck, and in the diagram, Figs. 1 and 2, this is considered to bethe case.

Since the present invention has to do only with the electrical controLof the brakes, the electrical side only of the triple valve is shown in the dia ram. In this triple valve, there is a contro ling solenoid 178 forthe emergency' part of the tri-le valve, another solenoid 179 for slow Peler.; another solenoid 180 for the service applica lon oi' brakes, another solenoid 181 for the rdinary release of the valves, and still-another solenoid 182 for releasing the lvalves under the action of straight air, since the triple valve is adapted for either automatic air or straight air. One side of each solenoid is connected by a branch conductor-183 to the dynamo main 165. The emergency solenoid 178 is connected to the conductor 173, the solenoid l 79 is connec ted to the conductor 175, the solenoid 180 is connected to the conductor 17 6, andthe solcnoids the two end brushes 129 in multiple iscommon to these brushes in both controllers. A branch conductor 186 leads from the conductor 132 to a magnet 187 controlling an armature 188 in opposition to a s ring'189, and this armature is rovided wit a contact 190 Vin the path of w "oh is another contact 191 forming the terminal of a conductorv 192.

The armature 188 is connected by a branch .conductor 193- to another branch conductor 194 leading to the conductor 167, The conductor 194 at itsother end is connected to a magnet 195 which, in turn, is coupled to the conductor 192. The magnet 195 controls an armature 196 in opposition to a spring 197 and this armature is connected by a conduc- -tor 198 to the vdynamo main 1164. The freeI end of the armature 196 carries a through contact 19 "in the path of which are o sitely dispo ed contacts 199 and 200. Blle,

3o contact 199 is connected to a conductor 201- leading from the magnet 1,87 and ultimately r connected to the conductor 192 through a switch 202. The conductor 192 leads to a terminal 203 andalso to: an amature 204 i 35. controlled by amagnet 205 in op osition tofa spring 206, and in the path 'of t armature 204 when moved b the spring 206 is a contact 207 at one en of a conductor l208 leading to one sideA ofv an electricbell 209, the 4o other Iside of which is connected to a condnc-` tor 210- one end of which latter is, in turn,

- other conductor 215- leading' te one side of themagnet 205, the otherl side o f which is connected by a conductor 216 to the signal guireorconductor 168. Alsofconnectedto thejeonductor214is amagnet 2 17, theother side of which 1s coupled to the conductor 138.' Un- 155` der the influence of the magnet 217: there lis an armature 218 controlled, 0% siton to the magnet, by a spring210byf'w ch the armature is drawn into contact the terminal 203 when the magnet is denergized,

e0 The armature 218 is connected b i a cnduc-- tor 220 to anothermagnet 22 which', inl turn, 1s coupledby a conductor 222 tothe dynamo main 165. Branched of fremfthe conductor 208 is another conductor 223 lead.

ing to one sideo'f a bell 224 at'theexidi` of the ductor 225V leadi car remote from the bell 209, and branched olf, from the conductor 212 is another con'A to one side of a bell 226 adjacent to the be l 224. The other sides of the tva@ bells 224 and 226 are connected in multiple to a conductor`227 leading to the dynamo main 165 and including a switch 228. l

The conductor 133 ofthe controller is connected to the clutch conductor 169, and the controller conductor 134 is connected to the clutch conductor 170. The controller conductor 135 is connected to the transmission ear conductor 171, and the controller conuctor 136 is connected to the transmisslon gear conductor 172. The controller conductor 137 is connected by a conductor 229 to the corre,V 'ondingjl conductor of the controller at t e other end of the car. The controller conductor 188 is connected to one side of the magnet 17, as before stated, and, is also connected t the brake triple conductor 173 coupled tothe solenoid 178. The controller conductor 139 is connected to the conductor 174, which is also connected to the soienoids .181 or 182, as the case may be. The controllerconductor 140 is connected to the Abrake triple conductor 175 which, in Y turn, is connectedrto the solenoid 179, and the controller conductor 141 is connected to the brake triple valve conductor 176 whichy inturn, is connected to the solenoid 180..

In an a eation No. 385 645, iled by myself and o Houlehan on july 26 1907, for speed changing gear, or, as I have heretofore called it, transmission ear, there is set forth a structure 'whereby t e speed of transmission' between the prime mover and the car wheels will automatically increase or decrease as long as certain circuits are maintained; and which will cease, to either increase or decrease, under certain other conditions. In this speed changin or transmissiongear there are two solenolds 230, 231 controlling an air impelled mechanism 232 arraned to put a rotary switch 233 into and out o action and to cause `it to move in either direction. l, The solenoid 230 is connected by a conductor 234 with the conductor 171, and-the solenoid 231 is comxected bya conductor 235 `with the conductor 172. The'other sides of each solenoid 230 and 231 are connected.. together to` a conductor 236 .leading tol an arm 237 carried b the switch 233 but normally not movin t ierewith.

urrent is supplied to.V t e switch 233 through a'conductor 238 coming from the d ynamo main 165,. and this conductor 238 is branched to a contact 239 adjacent to which is another contact 240. ,V 4There is also in the branch leading tothe contact 239 another contact 241; .acent to a contact 242 to which the con nctor 236 leads, and these two contacts 241 Vand 242 are normally bridged by the arm Now, as has been Y clutch is controlled by two solenoids 245,

A the switch arm vin either direction to, break the circuit between the contacts 241 and 242 and thus denergize the solenoids 236 and i 231 automatically. I

The switch 233 is coupled up to the speed changing gear which is only conventionally shown at 243, so that as the switch is moved around over its several contacts, the trans` mission of speed from the prime mover to the car axles isV progressively increased or decreased, as the case may be, and this increase and decrease is progressive and automatic at all times. i.

In connection with the transmission or I s eedl changing gear, there is a reversing c utch 244 conventionally shown in Fig. 2. This clutch is also shown in detail and fully described in the aforesaid application, No. 385,645. It is only necessary .to state herein that this clutch is designed to couple u the transmission or speed gear to the car ax es to cause them to turn in either direction. This 246, the solenoid 245 being connected to the conductor 170 and thesolenoid 246 being connected to the conductor 169. The other sides of the solenoids 245 and 246 are connected in common to a conductor 247 leading to a terminal 248 under the control of a governor.249 for thg -primemover which, in

the system under consideration, is assumed to be an ex losive enginegof the multi-cylinder ty' e. his governor is shown in detail and fipill described in' a plication N o.

377,169, ed bymyself and ohn Houlehan,

on June 4, 1907, for improvements in governors for 'explosive engines. Since this governor forms no part of the present inventlon, in so far as its detailed construction iscon-- certfied, it is only conventionally shown in* the drawings, and its operation will be referred to only in so far asmay benecessary. The governor lcontrols a bridging conductor 250 in operative relation to the terminal 248 and another terminal 251,` which latter is connected by a conductor 252 tol one sideof a n magnet or solenoid 253. This magnet 253 has an armature`254 provided with aspring 255 acting against thepull of the magnet, and this armature 4also carriesa contact 256 in the path of `which is another contact 257 A connected by a conductor 258 to the dynamo llead or main 165, The conductor 258 is also connected to aterminal 259 under the control of a bridgin conductor 260 carried by tbe governor, an coupling this terminal 2.59 normally to another termmai 261'coupled to a conductor. 262. The purpose ,of this last conductor 262 will appear later.

The armaturef254 is connected by a condoctorv 263 to theterminal 240, .before lreferred to; and the other side of the magnet standing still and tassa one of which is connected by a conductor 267 -to the dynamo main 164, and the other of which is connected by a conductor 268 to a solenoid269 which, in turn, is connected by a conductor 270 to .the dynamo main 165.

The solenoid 269 controls a clutch uncoupling 4mechanism y271 'aisofully shown and described in the aforesaid application-No.

385,645. It may be here stated inv relation to the structure conventionall illustrated at 271, that the clu'tch conti-olle thereby is interposed between the rime mover and the transmission orspeed c an ing gear and is Ut a ty e operating frictiona up to a certain pre( etermined speed and t en coupling the parts positively. A

Now, let it be assumed that the engine and dynamo are runnin, but that the caris t e controllers'are both lugs '148 removed. The g in the lock, as shown'at locked with'the key 157 is inserte Fig. 5, andthe lock member'152 is pulled away from engagement with the linger 163-,

andthe key is turned to, cause the bolts 155 to engage in the recesses 156. This turning of the key moves the yarm 164'away from the opening to which the plug is inserted, and the latter may .then be caused -to close the circuit at the terminals 147. With the controller leverin. the central position, there is established a circuit between thedynamo main 1 65 and the dynamo-main 164 by way of the conductor 183, emer ency solenoid 178,release solenoid'lSl, conc uctors 138 and 139 to the contact segments 165 and .106, thence through the controller shaft to the segment 96, V'and b way ofthis segment to the conductor 132 t ence through the conductor 186, magnet 187, lconductor 201, armature 196, 'to the other main 164, the magnet 195,'which constitutes the emer ency signal relay magnet, being normally c .arged. lNith the parts in the position 4described -the en ine and d 'namo are running and the bra es are in t e full release position, but the car is standing still or its axles are uncoupled from the driving power. Let it now be supposed that the motorman desires to ap l the power to drive the car in a forwardp'direction.V To do this, he grasps the handheld 77 and presses down upon the same thus compressing the spring' 75 and lifting the hub 44 against the action of the spring 5C through the keys 46 and at the same time coupling the hub 26 4to the controller-shaft Under these conditions if the controller lever'be moved laterally then the several contact segments carried by the hub 26 and also the contact segment 96 will participate in this movement.

terminal of the conductor 1.33 and so the ciry cuit is completed through this conductor to the train conductor 169, thence to the solenoid 246 of the clutch mechanism and by the conductor 247 to the governor brid 'ng conductor 250 and conductor 252 to t e solenoid 253, thence by wav of conductor 264 to the .conductor 263 and to the contact 240. This last-named contact and the contact 239 is, under the conditions assumed, l now bridged by the arm 237 so that the circuits are completed by the conductor 238 back to the dynamo main 165. The solenoid or magnet 253 is thus ener 'ized and the armature 254 is drawn towardg it so that another circuit through the contacts 256, 257 and conductor 2.58 is completed tolthe dynamo main 165 and the solenoid or magnet 253is thus maintained ene lzed after the circuit between the contacts 239 and 240 is broken. The solenoid 246 moves the clutch into a position to couple up the s eed changing gear for forward movement o Vthecar. Butl the s eed-changing gear is not yet in mesh.

his mechanism', which is fully set forth in the aforesaid application 385,645,is so ar' ranged that the s eed may be progressive] raised o r lowered by throwing into mesh dig-1 ferentlsets of gear teeth with pinions coupled to the clutch. Now, the motorman moves the controller handle or lever until` the ndicator is at position 20. There is then estab-` lished a circuit by'way of the contact se mentv 102 to the conductor 136, thenoeto t conductor 172 and b wey ofl conductor 235 to the solenoii, 231,'t ence by condpctor 236 to fthe arm 237,` and by way of the contact 239 with which this arm is new4 supposed Ito be connected by -Way of the conductor 238 to the dynamo main 165.

The solenoid 231 couples up'the switch 233 of the transmission gearj-,o a moving part actuated 'by' the engine in suchimanner that this switch is caused 'tn ,make pro essive contact with the series ot conductors eading` to the s eedfehangitng gear 243 so as to pro-y gressive y project andretract series of gear teeth at suitable time intervals to cause the speed of the car to be increased progressively so .lon as Vthe electrical contacts -just describe are. maintained except that asfsoon as the switch 2 33 beqlns its movement then the arm 237 has a sli- Vt movement suiic'ient to disconnect it Wit the'contacts 239 and 240 and complete the circuit through other contacts 241fand 242. The` rcuit through the mechanism of the trsnsmgsion orspeedchanging gear indicated at 243 is from one dynamo main 164 through a conductor 272 to the speed-changing or transmission gear 243, thence by one after the other of the conductors 273 connecting the switch and speedchanging gear electro-mechanical partsand back to the dynamo main 165 through the conductor238. So long as the controller lever is in the position Where its pointer is opposite the index then the speed constantly picks up until ultimately the maximum speed ma be reached, which in racticeima; be eig ty or ninety miles per iour or a hig er speed, as may be desired. When this speed is reached there is provision for the breaking of the circuit between the contacts 241 and 242 so that the solenoid 231 will be dener zed and further progressive movement o the switch is stopped automatically. This is all set forth in the aforesaid application :4385,645. i

Suppose'that the motorman desires to run his speed belowthe maximum, then when such s eed Vis attained he moves the controller ever or handle to the position 19, thus breaking the circuit through the solenoid 4231 and sto pin the movement of the switch 233 so t at t e speed-changing ear remains in the osition then attained an the car Will run in efinitely at that speed, or at the speed commensurate' with the power supplied at that position of the transmission ear.

Let it be assumed now that a ter havi caused the car to run at some desired spee the motorman desires to lower the `speed, then he moves-the controller lever or handle to the position 18 thus bring-ing` the contact segment into contact wit t e conductor 135, which is connected to the train conductor 171,- and this in turn is connected b the conductor 234 to the solenoid 230 .a d circuit is completed through* the conductor 236 contacts 241 and 242 and. conductor 238 tick to am. e 16s, weerom. Now, the 'swit 233 -is coupled up in the reverse direction andthe speed-ch A 'nggea'r is progressively actuated to lower t e s eed the until thedesil'ed` lower speed is attained,

when by moving the controller-arm or lever back to position 19 this lower speed may bel continued.

Suose nowthat the motorman wishesto stop car, as for instance on the approach to a. regalar stop or station, then he moves the controller lever to the position 18 until `the speed-changin gearhas reached itslow-l est point. Then e moves the controlbirlever by the osition 17 to the lpositiorlim, which will isconect the clutc and leave thetrain moving under its own momentum.

In order to stop the car on the approach to a station or under other circumstances, the controller lever,

' rassure' at the and o the so for igbrought to the central osition isrelevsd of the h fl hand-hold is lifted by the action of thespring 75 and the hub 27 is coupled thereto, as has already been described. Now, the controller is in position for appl 'ng the brakes. For this purpose assuming t at the application of brakes is to be an ordinary service application, then the controller lever is moved to position 15. Under these conditions the emergency solenoid 178 still is enP ergized throu the contact 105 and conductor 138 and t e service solenoid 180 is enered throu h the segment 110 and conducor 141 to tie train conductor 176 to-which this solenoid is connected, theretnrn being through the common return conductor 183. The controller lever is held in its position for a sufficient time to produce .the service reduction of pressure desired, whether the same be light or heavy, and when this is accomplished then the controller lever is moved to, position 14 which is the position of lap. a When it is desired to again release the brakes the controller lever is brought back to the central osition, or if it be desired to slowly release t e brakes, then the controller is brought to position 13, thus bringing the contact segment 108 into connection with the conductor 140 which in turn is connected to the train conductor 175, and the latter is connected to the solenoid 17 9 by means of which the slow release of the brakes's effected, as fully set forth in my aforesaid ,a'pplication 403,361.

It is to be observed that the movement of the controller lever from the position oi full speed to the brake positions is in one progressive 'rection so that the-motorman has not to change the direction of movement.

when hel desires to slow down and stop.v

Also, it will be observed that the various positions already described are duplicatcdso hatfor running in a reverse direction thel motor'man has but to proceed with the controller in the manner already described but in the direction op osite to that assumed. When this is done t e 'clutch solenoid 245 is energized instead of the solenoid 246, but the several other operations are thesame as before.V The solenoid 2,45 is energized through se ent 99 and its connections.

`en the motorman desires to apply the emergenc brakes he may slowdown as before and ymoving the controller to 'position 16 the` emergency solenoid is cut out of the circuit and the brakes are Ya plied in the manner fully set forth in the oresaid application #403361, since in the triple form-- ing in part t e subjectmatter of the said a plioation .the emerenymapplieatien of t e-J e eener rakes is diie to t` v tionof the emergeny solenoid. Shoul it he .further resume that the car is running and that r any reason the motorman should release the pressure on the controller-lever handhold, whether from illness or death or fright,

ceases system of which this present application for patent forms a part, 'supplemented Vby an au.-

toma-tically-operating track' brake tending to materially shorten the time necessary for the stop ing of the car when the brakes are applie Vunder einer' ency conditions. When the controller han -hold is released in central position, then the circuit ismaintained through the projection 97 of the se 'ent 90, since the automatic application of t e brakes due to the disabilityor neglect of the motorman is effective onlywhen the car is running. Should the motorman become careless or attempt to jockey with his controller then provision is made whereby the circuit is automatically broken b the governor mechanism, as fully set fort in application #377,169,

before referred to, the construction bein such that a motorman must bring the-speed gear tol the lowest point before he can again couple up the car to the prime mover, and

this is alsov true in the case of an emergency application of the brakes while the vcar is coupled up for runninlg. Should an emergency con ition arisew en the car is goin at Vsome'specd, either full speed or, some ess speed but still coupled up to the prime mover, t en the motorman has but to release vthe hand-hold 77 and the full emergency application will bebrought about automaticall so that whether' the motorman sticks to his post or whether he becomes anic stricken and jumps, the emergono app ication of the brakes will be made in eit er instance.

It is to be noted that the air brake mechanisin' is provided for each end of the car.

This avoids the use of train pipes, except where used in connection with the' usual,

brake systems, and is supplemented by the use pf air brake cylinders `in each truck, thus avoiding the use of brake rigging. l

The controller mechanism is of course duplicated at each end of the car. By carry- 4 ing the train conductors through all .the cars ci the train and havin these carslprovided with the several mecganisms described, a single controller on the head car may be made to control all the cars simultaneously. ,The invention contemplates the use of a prime mover upon each car with a current generator on each car an ,the speed-controlling:

mechanism as well as the brake mechanism, i Aso that each car is a unit in itself but may have its electrical connections coupled 'up to iso 1 the controller of the head car so that all these several mechanisms Work in unison under the control of one motorman.

Each dynamo 166 on each car is provided with a suitable regulator 275 and 1s driven by a suitable prime mover which is not shown in the drawings but may comprise a multi-cylinder explosive engine governed as set forth in the aforesaid ap lication #$377,169, and the regulator for the ynamo may be of the type set forth in an application of myself and John Houlehan for regulator for electricmachines, $381,072, i'iled June 27, 1907. It is not deemed necessary to describe the Iterator circuits in detail since they are isilly described in the application 'for Letters- Patent for the regulator, but it may be stated that these circuits are so arranged that the dynamos of the several cars may be connected u for action in unison and the current will e maintained at a substantially constant voltage by the regulators.

As set forth in the application #377,169, the governor is arranged to cut out the sparkin circuits of a certaln number of the engine cy inders when the speed for any reason exceeds a certain predetermined limit. These sparking circuits are indicated generally at 276, while a batter 277 may be used for the purpose of initia ly starting the en ine through a suitable switch 278 so th'at a ter the engine has been started the battery may be switched out and the dynamo circuit switched in to maintain the engines in operation and to save the batte A Before proceeding with Itv'lie descri tion of the signal and lighting circuits, it wi l be observed that the contact segments 111 and 112 serve to maintain the circuit through the conductor 132 on the brake side of the controller as soon as the extension 97 of the segment 96 has been moved out of contact with.

the corresponding bush 129 so that the main circuit is not broken in the brake positions except in the emergency osition.l When the brake side of the contro ler is in the central position then these contact segments 111 or 112 no longer make contact with the particular brush 129 in their path, so that the circuit through thc conductor 132 may be broken at the contact se ment 96, when the latter is in the car contro position should the pressure of the motormans hand upon the hand-hold 77 be released. y

In Fig. 3, is shown a diagram of the signal circuits, and this figure may be taken in connection with Figs. 1 and 2. There are shown the two dynamo leads 164 and 165 and two signal conductors 167 and 168. There is also shown the emergency signal relay 195 and the regular signa relay 205. In the diagram, Fig. 3, two cars so equipped are shown, and the conductor couplin 279 are conventionally indicated. It will f understood that anynumber of ears may be used.

Each car is provided with an end switch 280 at one end and another end switch 281 at the other end to couple the corresponding ends of the signal wires 167 and 168. The ond switch 281 in the rear end of the last car is always closed in the regular running of the train. Under these conditions the emergency signal relay 195 is coupled on one side to the dynamo lead 16/1 and on the other side to the signal wire 167 `while the regular signal rela is coupled on one side to the dynamo lea 165 and on the other side to the signal wire 168 with the circuit between the signal wires closed by the switch 281. T he several relays are, therefore, in multiple series and With each Wound to the same ohmic resistance, which should be high to render the line resistance of the train Wires 167 and 168 negligihle, then for any given voltage thc current values in each relay, and hence the magnetic values, are the same and are exact one-half of what they would be were the re lays connected in multiple to a line of similar voltage. Of course the emergency relays are in multiple-arc with thc dynamo lead 164 and signal wire 167 and the regular relays are in multi le arc with the other dynamo lead 165 andpsignal wire 168, and these two combinations are placed in series by the end switch 281 on the last car. It is of course evident that the end switch on any car may be closed for the same urpose but in a train the end switch of the ast car and only that switch must be closed so that should a train break in two, then the'circuits through all the relays will be open. Each car is also provided with two shunt signal switches 282 and 283. These shunt switches are secured to suitable cords runnin through the train and in order to avoid con usion these cords may be differently colored or otherwise characters ized so that/,by pulling one cord the shunt switch for the einergency signal relay may be operated by the conductor, or by pulling the. other cord the shunt switch for the regular rela may be pulled by the conductor. To furt -er dliferentiate these cords they may be located on opposite sides of the car.

By means of the signal circuit described the conductor may readily signal the motorman or engine man, and near-the motel-man is a small switch, say the switch 284, within easy reach so that the motorman needfnot let go the controller handle as might be necessary in order to reach the'cord.' The conductor or engine man or motorman, are in constant signali relation no matter in what A part of the traint e conductor may be. The

train circuits also enable the conductor to 'stop the train independent of the motorman should, such become' necessary, and the electrical connections are such that should the train break in two, power will be shut oli from the motor cnr and the brakes will be applied while the broken tem Gnd of the sible.

' resistance.

` 1n circuit with theo erati Vmechanical structures included train will also be br The system of control herein set forth dif, fers from the usual air brake control of steam driven trains, in that should a break inthe rain occur power is shut oil' andthe brakes simultaneously applied so that severe or disastrous strains are avoided.

`It is to be observed that the various solen`l oids and the magnets, and whenever magnets are Indicated they may be replaced /oids, are coutpled up in multiple-arc with the exception o theA series controller solenoid 187. For reasons which need not be entered into here I prefer to employ a constant otential dynamo of the direct current type or the energization of the. various electrothe system. For this reason the solenoids lor magnets are coupled up inmulti le-arc and series arrangements areavoide wherever es However, the series magnet or so enoid 187 must be so constructed as to operate as needed under great variations in current. The current value will depend on the csition of the controller sin'ce there are erent solenoids included in the circuit at different positions. multiplied by each additional car and if in each car there are five variations due to the five controller positions, then on twenty' cars there will be one hundred variations and on a hundred cars five hundred variations. Since with one car the signal Wires and solenoids are unnecessary, thouglrthey should be present with a view to using the car in a train, therefore, the minimum number of cars to be considered may be taken as two and the maximum may be any number within reason. The area of Wire of the solenoid must therefore be auch as to safely carry the maximum current without undue Since the magnetism is nearly ampere turn and also shallow windin s the length v the turns arc nearly equal, t en it may se assumed that with such windings the nixgfnetism is directly proportional to 'the ampere turns and the magnetic pull iven the ampere Lnrns may be readily ca culated, while the given am re turns divided by the maxiproportional to the u it ,mum contro er current necessary for the lated, and this added to the train lineresistance, both of which may be made negligible for two cars, will give the external resistance solenoids'of the and incrder t at un ue m netic variations may not occur in the train ine solenoids from current variations due to their external resistance on cars being added to forni a lo train, then the resistance of the solenoids Ihould be relatively high. On determining the ratio between the resistance of vexternal line and assuming a given volt say twenty-live volts, the m etie the solenoid 'can' 'be recaiciiiited. hen the' values for the train solenoidsand. the senes solenoid have 4been nally determined 'companscns can then be made and ch es be leffected respective devices have been determined. Underthese' conditions A even when the series solenoid is energized by the Weakest current, still it is able to perform the functions desired, and since it 1s calculated to work magnetically at or near the saturation point, increased ampere turns due to increased current will have practically no effect since the slightly greater magnetism, if kept Within 'bounds andthe armature is prevented from contact with solenoid core to avoid sticking will be ineli'ective. y To avoid any detrimental eli'ects from the heavy winding and small amount of iron present in the magnetic circuit, tending to produce residual magnetism, then a reversing switch may be added which may be. thrown at intervals to cure such Each one of these variations isI tendency.

Since direct current is used in this s stem the area of the winding of solenoid 187 1s suficient to carry the maximum current without considerable voltage drop, and considering the relativel high resistance of the train so enoids, it wil not .disturbed to an appreciable extent by current variations in the series solenoid, and while these current changes may cause considerable current difference in the winding'of the series solenoid `1 87 they will produce much less effect magnetically because of the smallfmagnetic core. The solenoids are all small since little air is needed for the opening and closing of the various air valves, and conse uently the energy assin tro ler will never be arge,

thong considerthe current ma be fairly large. Should, under some con itions, it be found that such a low voltage necessitates too heavy a controller construction and involves too much copper, then higher pressure may be used, but low pressures have the advantage of durabilit and reliabilit in service because there is es's danger of short circuits or wire troubles, and the insulation problems are sim le, windings are cheap, am so on. For higlibr pressures the current-carrying arts ma be smaller and hence cause less tem cncy of heating at switches and other contacts. Of course each individual case will present its own problems and usually the voltage required will in most cases not fall below twenty-five nor rise above fifty volts.

The circuit-breaking rela 253 used with the engine governor has on certain solenoids local to each call to dea with and hence the current in it does not var and though it the sei-ies solenoid and the resistance of the stig;

until the proper values for t e y be seen that the latter are throuh the conis a series solenoid it presents no particular l to operate all of the lowering speed solenoids dih'iculty and need not be further considered. This is also true of the circuit-breaking relay 285 shown in -big. 2 in connection with the transmission or speed-changing-gear controlling segment 104. The two segments 104 of l the two controllers of the car are connected together by the conductor 229, as already explained. Tapped ofi from this conductor is a jumper con uctor 286 leading to a contact 287 1n the path of a contact 288 carried by the armature 289 of the relay magnet or solenoid In the path of the contact 288 is another'contact 290 connected b a conductor 291 to the dynamo lead 164. Ihe armature 289 is under the control of a spring 292 in opposition to the pull of the magnet, and this armature is connected by a conductor 293 to one side of the coil of the magnet or solenoid 285, the other side of which is connected by a conductor 294 to the train wire 171, which inturn is connected to the solenoid 230 of thc transmission or speed chan ing gear switch 233. The spring 292 tends to maintain the armature 289 with the contact 288 against the contact 287. This connects the segments 104 of both trollers to the speed-down side of the switch 233 of the speed-changin gear. As has already been stated, shoul the motorman or engineer shut off power while at high s eed, the rotary switch 233 'will remain in the high speed position and after a quick sto it is not desirable to place the rotary switc on the slow speed by means of the controller, this controller position being used merely to reduces eed under normal conditions. Now, shoul the motorman stop the car with the transmission or speed-changing ear set for high speed, the corresponding oad will cause the governor to cut the engine out. When the motorman places the controller on the central or off position, the current passes through the relay 285, and this connects the low speed side of the rotary switch 233 to the same side of the circuit that the contact 100 or 101 would connect it. Under these conditions the magnet or solenoid 285 remain in series with the rotary switch-controlling solenoid 230, and ultimately the rotary switch is moved to lowest speed, after which the arm 237 automaticall opens this circuit, all as set forth in detailI in the aforesaid applica tion #385,645. The rotary switch 233 is so arran ed that when the clutch circuit `is close the speed-changing gear is still on the first or lowest speed Lposition with the low speed circuit o en an the car may run on such s eed in eiinitely. If the motorman places 's controller in position .to cause `the switch 233 to move toward the s ed-raising position, then just previous to its going to the second speed the rotary switch will close the lowering speed circuit. The solenoid or magnet 285 may not receive enogh current on a long train. rThis is of no consequence since just previous to the breaking of the circuit between the terminals 287 and 288 the circuit is com leted from the dynamo lead 164 through tlih terminal 290. To prevent short circuiting on account of the low resistance of solenoid 285, the resistance 295 is included in the conductor 286.

No matter at what speed the car or train may be traveling the controller, if placed at ofi position, will, through the solenoid 285, cause the rotary switch 233 to be rotated in a direction to bring it to the lowest speed position, which position is suitable for the starting of the car, and the limited movement of the arm 237 then momentarily breaks the circuit, thus denergizing the solenoid 285, this break occurring only when the low speed position has been reached. It is vto be especially noted that the closing of the contact terminals 288 and 290 is ei'lected just previous to the opening of the contact between the terminals 287 and 288, so that the continuity of the circuit is preserved, since otherwise. the spring 292 would produce a vibrating of the armature 289 and thus prevent the proper operation of the solenoid 285. When the branch 291 has been included in the circuit, then sulicient current Will How for energizing the solenoid 230. To prevent undue heati resistance, etc. the winding of the solenolil 285 must be such as to carry the maximumcurrent for the number of solenoids 230 which will be included in the circuit when the maximum' number of cars are included in the train. What has been stated with res ect tp the Winding of solenoid 187 Will appli; to the winding of the solenoid 285. In practice, the solenoid 285 with the attendant` parts, may be'used in the ballistic form, which may be attended by a small Cgllycerin dash pot or any other suitable amping device. Since such devices are commercially available, it is not deemed necessary to illustrate them. The disadvantages of a series solenoid as hereinbefore outlined will hardl a ply to the solenoid' 285, since the wor emanded of it is normal and lasts but for an instant. When the controlla actuates the solenoid 285 the current pass' g throu h it into the solenoid `230 under e 'h car w' l in most cases be too fsmall to act ate the several solenoidsy 230, but as befor stated, when the branch 291 is included, th n the current is sufficient.

N 0W, since the contact segment 105 is in circuit with he conductor 138 except in the emergency osition of the brakes, then the solenoid or magnet 217, which is in circuit with this conductor, is constantly ener 'zed. When, however, the controller is put 1n the emergency osition thismagnet' 217 is deenergized a d another circuit is established through th magnet or solenoid 221 which, 

